Influences of different heating concepts for the energy demand of an airfield luggage tug

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Lindsey Madeleine Walton
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1 Influences of different heating concepts for the energy demand of an airfield luggage tug 4. VDI-Fachkonferenz Thermomanagment für elektromotorisch angetriebene PKW 24. November 2015 Dipl.-Ing. Michael Schmitt

2 DLR.de Chart 2 Agenda Motivation Approach of heating concepts Total vehicle simulation model in Dymola Design and validation of thermal cabin model Driving cycle Power and energy demand Simulation results of different heating concepts Summary and Conclusion

DLR.de Chart 3 Motivation The aim in this project is to design a FC luggage tug based on a powertrain of the BEV DLR: Develop and analyzes of different heating concepts for the cabin Status quo:

3 DLR.de Chart 3 Motivation The aim in this project is to design a FC luggage tug based on a powertrain of the BEV DLR: Develop and analyzes of different heating concepts for the cabin Status quo: Battery Electric Vehicle (BEV) Dead weigh: 4 t 50 kwh lead-acid battery P EM,peak = 30 kw v max = 30 km/h P PTC,peak = 1.5 kw Aim: Fuel Cell powered luggage tug (FCV) 8 kwh li-ion battery 20 kw fuel cell 3 kg hydrogen Same power train as BEV Usage of the waste heat from the FC Fuel Cell Vehicle thermal interface On Board Charger HEX PTC PTC 20 kw Fuel Cell Cooling System Battery PE electrical interface thermal electric H 2 H 2 - Storage

4 DLR.de Chart 4 Approach: Total vehicle simulation model Simulations models of the DLR-AlternativeVehicles (blue) and the thermal cabin model (red) ControlBus Inspectors Battery Powertrain EM Chassis Driver Thermal Cabin Fuel cell Cooling system Ambient conditions Control strategy

5 DLR.de Chart 5 Approach: Design and validation of thermal cabin model Thermal cabin as used in simulation (flatplan) and for imagine in 3D-design outlet inlet air volume body segment

6 DLR.de Chart 6 Approach: Design and validation of thermal cabin model Measuring of heating-up power, air temperature and air mass flow with the cabin mockup Measurement concept: According to DIN 1946 Additional requirements Sensor integration: Air temperature Air mass flow rate Power PTC heater

DLR.de Chart 7 Approach: Design and validation of

results and the measured temperatures in the

outlet to air heater in footwell Head space

7 DLR.de Chart 7 Approach: Design and validation of thermal cabin model Comparison of the simulation results and the measured temperatures in the cabin 2 K Variation of real and simulated temperatures cause of the temperature stratification Inlet of heated air in head space outlet to air heater in footwell Head space Measurement Simulation footwell Simulation & measurement Simulation Measurement

DLR.de Chart 8 Approach: Driving cycle Define of a real life

Raw data: Project efleet, electric apron vehicles at the

different apron vehicles Define speed cycle for luggage tug:

8 DLR.de Chart 8 Approach: Driving cycle Define of a real life driving cycle for a luggage tug of measured speed profiles Raw data: Project efleet, electric apron vehicles at the airport Stuttgart Measuring of energy consumption of different apron vehicles Define speed cycle for luggage tug: Distance: 3.2 km Duration: 1300 sec v mean = 18 km/h v max = 29.5 km/h

DLR.de Chart 9 Approach: Power and energy demand Energy demand for one driving cycle and for the 8h shift operation Simulation results for one cycle: E tract ~

9 DLR.de Chart 9 Approach: Power and energy demand Energy demand for one driving cycle and for the 8h shift operation Simulation results for one cycle: E tract ~ 1.1 kwh E spec.,tract ~ 34.4 kwh/100km P mean,tract ~ 3 kw Max Charge: ~ 5.5 C Calculated energy for 8h shift operation: E tract ~ 23.3 kwh E waste heat ~ 25 kwh

10 DLR.de Chart 10 Approach: Simulation results of different heating concepts Functional design and the simulated results for the heating power and cabin temperature (1) PTC (2) HEX

11 DLR.de Chart 11 Approach: Simulation results of different heating concepts Functional design and the simulated results for the heating power and cabin temperature (3) PTC + HEX (4) PTC + HEX + 60l-Storage

12 DLR.de Chart 12 Approach: Simulation results of different heating concepts Power of PTC, of HEX and the cabin temperature for all different heating strategies PTC Power source for the cabin heating HEX Regulated/adjusting temperature in cabin

DLR.de Chart 13 Approach: Simulation results of different heating concepts Resulting energy demand of all four heating concepts for one shift operation (8h) Lowest energy consumption: HEX

13 DLR.de Chart 13 Approach: Simulation results of different heating concepts Resulting energy demand of all four heating concepts for one shift operation (8h) Lowest energy consumption: HEX Controllability: PTC Cabin temperature: PTC+HEX+60l PTC HEX PTC+HEX PTC+HEX+60l P PTC,mean 1.5 kw kw 0.6 kw P HEX,mean kw 0.8 kw 1.35 kw E PTC 12 kwh kwh 4.8 kw E HWT -- 6 kwh 6.4 kwh 10.8 kwh T cab,mean 11 C 1 C 18 C 19 C

14 DLR.de Chart 14 Summary and Conclusion Summary: Virtual luggage tug created using Alternative Vehicles library in Modelica Cabin model validated Thermal management system designed and calculated in 4 cases Energy demand for shift working derived Conclusion: Usage of fuel cell waste heat lead to: lower energy demand for electric heating less hydrogen consumption higher average cabin temperature using a 60 liter enthalpy storage system

15 Institute of Vehicle Concepts Michael Schmitt

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